Air pressure indicating apparatus for pneumatic tires



2 Sheets-Sheet 1 G. P. LUCEUS Filed Dec. 27, 1959 AIR PRESSURE INDICATING APPARATUS FOR PNEUMATIC TIRES March 18, 1941.

March 18, 1941. a. P. LUCIUS AIR PRESSURE INDICATING APPARATUS FORPNEUMATIC TIRES Filed Dec. 27, 1939 2 Sheets-Sheet 2 Patented Mar. 18, 1941 UNITED STATES PATENT OFFICE n PRESSURE INDIOA'I'ING APPARATUS FOR PNEUMATIC TIRES George P. Lucius, Buieville, Mica, assignor of twoflfflis to John Calvin lwiner and one-fifth to H. Lee Herring, Bulevillc, Miss.

This invention relates to an air pressure indicating apparatus for pneumatic tires.

The invention aims to provide, in a manner as hereinafter set forth, an apparatus of the class referred to for attachment to an automotive vehicle for communication with the inner tubes of the tires of the vehicle and providing when active the making visible, to the driver of the vehicle the air pressure relation with respect to the tires under such conditions acting as a safeguard with respect to tire collapsing.

The invention further aims to provide, in a manner as hereinafter set forth, an apparatus of the class referred to controllable by the operator of an automotive vehicle from the dash board of the latter for determining the air Dressure relation with respect to each tire while the vehicle is in motion.

The invention further aims to provide, in a 0 manner as hereinafter set forth, an apparatus for the purpose referred to which is comparatively simple in its construction and arrangement, strong, durable, readily installed with respect to an automotive vehicle, thoroughly efiicient in the use intended thereby, expeditiously made active when desired, readily assembled and comparatively inexpensive to manufacture.

Embodying the aims aforesaid, and others which may hereinafter appear, the invention consists of the novel construction, combination and arrangement of parts as will be more speshowing the installation thereof with respect to the wheels and dash board of an automotive vehicle,

Figure 2 is a fragmentary view, upon an en-- larged scale looking towards the inner face of the right rear wheel of the vehicle illustrating the adaptation therewith of the apparatus,

Figure 3,. is a section, upon an enlarged scale on line 3-4, Figure 2,

Figure 4 is a section, upon an enlarged scale on line 4-4, Figure 2,

Figure 5 is a front elevation of the set of air pressure gauges forming elements of the apparatus, and

Figure 6 is a section on line 6-8, Figure 4.

55 With reference to the drawings, the dashgure 1 is a top plan view of the apparatus board and the front and rear wheels of an automotive vehicle are shown. The dashboard is designated l and said front and rear wheels at 2, 3 respectively. The inner tube, outer shoe or tread member and the flanged rim of each wheel 5 are indicated at 4, 5 and 6 respectively. The tube 4 has an opening I. The rim 6 is formed with an opening 8, which aligns with the opening I. Interposed between the tube 4 and flanged rim 0, as well as being arranged in the passage 9 formed by the outer shoe 5 is a resilient filler ll having an opening ll aligning with the openings I, 8.

There is correlated with the tube 4 of each tire and air outlet nipple l2, of tubular form, which not only extends through the opening I, but also through the openings 8, II and extends inwardly from the flanged rim 6. The nipple is open at each end and it is formed at one end with a laterally extended, annular flange l3, which is tightly clamped, by a means to be referred to, against that portion of the inner face of tube 4 bordering the opening I. The nipple I! at its other end is formed with a laterally extending annular flange l4 for a purpose to be 25 referred to. The nipple I2 is provided on its outer periphery with threads l5 for correlation with a lock nut IS. The latter when screwed home relative to the rim 6 and in connection 30 with the flange l3 will tightly clamp the nipple I! to tube '4, shoe 5 and rim 6, as well as tightly clamping tube 4, shoe 5, rim 6 and filler III together. The tightly clamping of flange I3 against tube 4 will prevent leakage and with the pressure outlet for and from tube 4 solely through that end of nipple l2 which opens into the interior of tube 4.

The nipple l2 constitutes an air pressure conductor leading to a controllable air pressure outlet valve structure II, which is coupled to and is adapted to control the discharge of air pressure from the nipple l2. The structure H includes a cylindrical housing It for a tumable controlling valve I9 disposed on a vertical axis 45 and of less length than the length of housing It. When valve I9 is arranged in housing l8, it is spaced from each end of the latter. The valve I9 is formed at diametrically opposite points and lengthwise thereof with a pair of oppositely disposed rectangular pockets 20 in its outer surface of substantially semi-circular contour in transverse cross section. The pockets are of less length than the length of the body of the valve, spaced from the ends of the 5 latter and constitute by-passes for a'purpose to be referred to.

The wall 2| of the valve chamber 22, provided by the housing l8 in its upper end portion is formed with a pair of diametrically opposed upper cutouts 23, lengthwise thereof, which open into the chamber 22 and also at the upper end of the housing. The cutouts 23 constitute upper air pressure intakes. The said wall 2| in its lower end portion is formed with a pair of diametrically opposed lower cavities 24, lengthwise thereof, which open into the chamber 22 and constitute air pressure outlets. The cutouts 23 endwise align with and are spaced from the cavities 24. The upper ends of the cutouts 23 open into the chamber 22 above the valve l3. The lower portion of the cutouts '24 open into the chamber 22 below the valve l3. The pockets 23 in valve |3 are normally disposed at right angles to the cutouts 23 and cavities 24. Each pocket 23 is adapted for correlation with a cutout 23 and a cavity 24 to provide a by-pass for the passage of air pressure from a cutout 23 to a cavity 24 for the discharge of the air pressure into chamber 22 below valve l3.

Mounted on the open upper end of the housing I3 is a disc 25 having interposed between its axis and edge a row of perforations 25. The housing |8 on the upper portion of its outer periphery is formed with threads. Seated on the flange I4, at the lower end of and surrounding the nipple I2 is a depending annular coupling member 21 formed with an internal flange 28 which is mounted on flange i4, an internal shoulder 23, which bears on the marginal portion of the upper face of disc 25 and internal threads, which engage with the threads on the housing i3 for coupling the latter to the nipple l2 and for clamping the disc 25 on the housing. Formed integral with the lower end and having its inner face forming a continuation of the inner face of the housing I8 is a depending tubular air pressure discharge nipple 33 formed at its lower end with a laterally extending annular flange 3|. and of greater length than the length of the valve I3 is a valve stem 32. The diameter of stem 32 is materially less than the diameter of the valve. The stem 32 passes down through, depends below the lower end of and is of less diameter than the diameter of nipple 30. The lower end of stem 32 is formed with an integral extension 33 disposed at right angles to the stem. The valve I3 is spring controlled and normally held by its controlling spring in a position whereby its pockets 20 will be clear of registration with and at right angles to the cutouts 23 and cavities 24. The controlling spring for the valve |3 will be presently referred to.

Connected to each rim 8 by the spaced couplers 34 is a drum 35 and interposed between the latter and the rim 8 is the valve structure II. The latter is also connected to the drum 35, and the connection between drum and valve structure will be more fully referred to. The drum 35 and structure |1 bodily revolve with the rim 6.

Arranged within and extended from the drum 35 is a stationary drum 38 formed with a flange 31, which opposes in spaced relation, the edge 38 of drum 35. Interposed between the drums 35, 36 is a sealing element 33 and which is disposed in close proximity to flange 31 and edge 38.

Mounted upon and secured to each drum 35 is an annular element 43 of angle shaped cross section provided with a pair ofispaced parallel Formed integral with the lower end webs '43. which in connection with element 48 and drum 35 forms an air pressure receiving chamber 4|, which is open at its rear and closed at its ends and front. The top wall 42 of chamber 4| is formed with an opening 43 and on its outer face with an externally threaded collar 44 having its inner face providing a continuation of the wall or opening 43. Supported from the flange 3| of the nipple 33 is an internally threaded flanged coupling collar 45, which encompasses collar 44. Interposed between the collar 44 and the flange 3| is a sealing gasket 44. The collar 45 has threaded engagement with collar 44 for clamping the valve structure l1 and element 43 together, whereby said structure I1 is connected with the drum 35 and rim 8, so as to bodily rotate with the latter. The top wall 42 of chamber 4| overlies the outer edge of flange 31 and interposed between the latter and wall 42 is a sealing element 41.

The valve stem 32 depends through the collars 45, 44 and opening 43 into chamber 4|. The extension 33 of stem 32 is arranged in chamber 4| above the bottom of the latter. The valve I3 is rotatably suspended from its upper end from the disc 25 as at 48. The controlling spring for valve I3 is indicated at 43 and it is arranged in the chamber 4|. The spring 43, intermediate its ends, is coiled around the stem 32 within chamber 4 I, has one end extended and connected to a pin 53 depending from wall 42, and its other end extended, as at 5| and bearing against the extension 33. The rotating of the valve |3 in one direction is had against the action of spring 43.

The flange 31 of each drum33 intermittently provides a closure for the open rear of a chamber 4|, and the extent of the closing movement of the flange 31 will be such as to enable one to ascertain the air pressure in an inner tube when the apparatus is made active. Theflange 31 is formed with a slot 52 for two purposes, one for establishing communications between the chamber 4| and a chamber or pocket 53 to be referred to and the other for the passage of a trip lever 54, to be referred to into the chamber 4| to be positioned in the path of the extension 33 of the valve stem 32, to provide for the rotation 01' the latter to open valve l3.

There is secured to the flange 31, of each drum 38 by the countersunk holdfast means 55, a segmental shaped member 56, which extends beyond the wall 42 of chamber 4|. The member 53 is formed with the chamber 53 which opens at one side into the slot 52 in the flange 31. The chamber 53 is of greater length than .slot 52. The member 58 is also formed with a pair of spaced channels 53', 51, which lead from chamber 53. The channel 58 opens into chamber 53 intermediate the ends of the latter. The channel 51 opens into one end of the chamber 53. That end portion of channel 51 which opens into chamber 53 is of enlarged diameter with respect to the remaining portion of such channel. The member 58 has its outer periphery formed with integral peripherally threaded annular bosses 58, 53. The boss 58 has its inner face form a flush outward continuation of the channel 56. The boss 53 has its inner face form a flush outward continuation of the channel 51. Arranged in the channel 56 and extending from the inner end of the latter to the outer edge of boss 58 is a resilient tube 53 constituting a sealing medium. Arranged in the channel 51 is a tube 6| extending from the inner end of channel Bite the outer edge of the boss 58. The tube II at its inner end is enlarged and snugly fits the enlarged portion of channel 81. Seated against the outer edge of each boss 58 is the flanged end 82 of a tubular combined supporting and guide member for a spring controlled shitting element for a trip lever 54. Seated against the outer edge of eachboss 58 is a sealing gasket 88. Seated against each gasket 88 is the flanged end 84 of an air pressure conducting line. The flanged end 82 of each combined supporting and guide member is clamped to a boss 88 by an internally threaded flanged collar 88 having its threads engaging with the threads of the boss 88. Each gasket 88 and the flanged end 84 or an air pressure conducting line are clamped together and to a boss 88' by an internally threaded flanged collar 88 having threads engaging with the threads of the boss 58.

Fbur combined supporting and guide members are employed; two for correlation with the front tires and two for correlation with the rear tires of the vehicle. The said members, which correlate with the front tires are indicated 81, 88 and are oppositely disposed. The said members which correlate with the rear tires are indicated at 68. I8 and are oppositely disposed. The shifting elements are indicated 'at ll, l2, l3, l4 and are slidably mounted in the members 81, 68, 88, I8

respectively. Each shifting element is of a length to extend from one end of its correlated member through the tube 88 into a chamber 53 and it is pivotally connected as at H to one end of the trip lever 58. Each shifting element is also of a length to project from the other end of its correlated member, as at 15. The projecting portions I5 of the shifting elements are secured to a common coupling plate 16 therefor. The plate I8 is connected to a spring controlled pull member 11 slidably mounted in the dashboard I. The member TI includes a head portion 18 and a shank 18 extending forward from the latter and fixed to plate I6. Interposed between the dashboard and the plate 16, as well as surrounding the shank I8 is a coiled controlling spring 88 normally acting to maintain the elements extended to normally hold the trip lever 58 in the full line position shown by Figure 3.

Four air pressure conductinglines are employed; two for correlation with the front tires and two for correlation with the rear tires of the wheels of the vehicle. The said lines which correlate with the front tires are indicated at 8|, 82. The said lines which correlate with the rear tires are indicated at 83, 84. Each air pressure conducting line aligns at one end with the outer end of and communicates with a tube 8|. Supported by the dashboard I are air pressure gauges 85, 88, 81. 88 having their dials 88 facing the operator of the vehicle. The other ends of the air pressure conducting lines 8|, 82, 83, 84 are connected to and open into the gauges 85, 88, 81, 88 respectively.

The trip lever 54 is of L-shaped contour, disposed flatwise and normally inclined. The lever 54 is formed of a stem 88 and a nose 8| disposed at right angles to one end of the stem 88. The other end of the latter is provided with the pivotal connection ll between the lever and its shifting element. Arranged in each chamber 53 is an upstanding support 82 enlarged at its upper and' lower end. The support 82 extends upwardly through the stem 88 of a lever 54, and functions as a pivot and also as a support for the lever.

If it be desired to ascertain the air pressure with respect to the tires of the vehicle, ,the pull member I1 is pulled rearwardly against the action of the spring 88. On moving the pull member 'I'I rearwardly the elements II, 12, 13, 14 are also pulled rearwardly in unison and which will shift the trip levers 54 in a direction to position the noses 8| thereof in the path of the extensions 88 of the valve stems 32. As the tires of the vehicle wheel are revolving the extensions, of the valve stems 82 will be carried to impact against the noses 8|, whereby valve stems 82 will be partly rotated to shift the valves l8 to a position to establish communication between the inner tubes and the pressure gauges for the purpose of enabling the operator of the vehicle to ascertain the air pressure relation with respect to the wheel tires. Immediately after the extensions 38 clear the noses 8|, the valves I8 will be automatically returned to closed. position. After the pressure has been indicated by the gauges the operator releases the member 11 and the shifting elements are returned to the position, Figure 1, and the trip levers to the full line position, Figure 3.

What I claim is.

1. In an apparatus for the purpose set forth, an air pressure indicating gauge adapted to be carried by an automative vehicle, a normally closed air pressure conducting oil? structure including a normally closed spring controlled rotatable controlling valve having a stem formed with an angular extension, said structure adapted to be connected to, permanently opening into and bodily carried with the inner tube of a tire of a vehicle, said structure including an air receiving chamber at its inner end normally closed to the inner tube by said valve and in which is arranged said extension, a supporting member carried by the vehicle and formed with a pocket adapted to intermittently register with said receiving chamber during the revolving of said inner tube, an air pressure conducting 011 line leading from the pocket in said member to said gauge, said line being normally closed to the inner tube by the valve of said structure and free of connection to the latter, and a reciprocal spring controlled means supported by said member and the body of the vehicle including a pivotally mounted, .ang1e.-shaped trip 'lever arranged in said pocket for extending into said chamber, said lever being free of connection to and correlated with said extension to provide, when extended into the saidchamber for coaction with said extension to shift said valve stem in a direction to open the valve to thereby establish communication between said inner tube and said gauge to indicate the air pressure in relation to the inner tube.

2. In an apparatus for the purpose set 'forth, an air pressure indicating gauge adapted to be carried by an automotive vehicle, a normally closed air pressure conducting-off structure adapted to be secured to a brake drum including a normally closed spring controlled rotatable controlling valve, said structure adapted to be connected to and bodily carried with an inner tube of a tire of a vehicle, said structure including an outer air pressure receiving chamber permanently opening into said inner tube and an inner air receiving chamber, said valve normally closing said inner chamber to said outer chamber and having an angular extension suspended in said inner chamber, a supporting member adapted to be carried by the vehicle and having a pocket adapted to intermittently open into said inner chamber on the revolving of the inner tube, an air pressure conducting off line leading from the pocketinsaidmembertosaid gauze, and arecibrocal spring controlled means supported by said member and. the body of the vehicle including a trip lever pivotaliy mounted in said pocket for extending into said chamber, said lever being free of connection to and cooperating when extended into said chamber with said extension to provide for the shifting of said valve in a direction to open it to thereby provide for said conducting oi! line establishing communication between said inner tube and said gauge to'indlcate the air pressure in relation to said inner 6 tube.

GEORGE P. LUCIUS. 

